CN102275581A - Method for controlling regenerative and hydraulic braking - Google Patents
Method for controlling regenerative and hydraulic braking Download PDFInfo
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- CN102275581A CN102275581A CN2011101557220A CN201110155722A CN102275581A CN 102275581 A CN102275581 A CN 102275581A CN 2011101557220 A CN2011101557220 A CN 2011101557220A CN 201110155722 A CN201110155722 A CN 201110155722A CN 102275581 A CN102275581 A CN 102275581A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/585—Combined or convertible systems comprising friction brakes and retarders
- B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
Abstract
A method for controlling hydraulic and regenerative braking includes commanding variable regenerative braking upon depression of a brake actuator until the regenerative braking reaches a threshold level, and commanding variable hydraulic braking in a wheel circuit. Commanding variable hydraulic braking includes: preventing transfer of fluid pressure from a master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is between a first pressure and a second pressure; partially limiting transfer of fluid pressure from the master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is between the second pressure and a third pressure; and allowing full transfer of fluid pressure from the master cylinder circuit through the ABS valve to the wheel circuit when the fluid in the master cylinder circuit is greater than the third pressure.
Description
Technical field
The disclosure generally relates to the hydraulic braking in hybrid vehicle and the battery-driven car and the control of regenerative brake.
Background technology
Hybrid vehicle and battery-driven car can utilize hydraulic brake to brake, stop or decelerating vehicles.Hybrid power or battery-driven car also can utilize motor, and for example electrical generator or dynamoelectric machine come decelerating vehicles by regenerative brake.Motor is converted to electric energy with kinetic energy, and this electric energy can be stored in the energy storing device, for example battery.The convertible energy that reverses of the electric energy of energy storing device in order to propelled vehicles, or is used to other function of vehicle that power is provided then.
Summary of the invention
A kind of method that is used for modulated pressure braking and regenerative brake is provided.Described method is used for composite braking system, and this composite braking system has master cylinder loop and the wheel loop that is filled with fluid and is separated by anti-skid brake system (ABS) valve.Described composite braking system also has the brake actuator that directly is communicated with described master cylinder loop.Described method comprises pressing down in response to the braking request described brake actuator of permission.Following being pressed in the described master cylinder loop of described brake actuator produces hydraulic pressure, starts from first pressure or the stress level of fluid.
When being included in pressing down of described brake actuator, described method orders variable regenerative brake, till described regenerative brake reaches threshold level, and order hydraulic variable braking when described brake actuator presses down, make described wheel loop reach the wheel circuit pressure of order.The braking of order hydraulic variable comprises: when the fluid in the described master cylinder loop is between described first pressure and second pressure, stop fluid pressure to be delivered to described wheel loop from described master cylinder loop by described abs valve; When the fluid in the described master cylinder loop was between described second pressure and the 3rd pressure, partly limit fluid pressure was delivered to described wheel loop from described master cylinder loop by described abs valve; And, allow fluid pressure to be delivered to described wheel loop fully by described abs valve from described master cylinder loop when the fluid in the described master cylinder loop during greater than described the 3rd pressure.
Described method can comprise determining whether regenerative brake available, and if regenerative brake unavailable, ordering described abs valve so is bypass state.When described bypass state was included in fluid in the described master cylinder loop greater than described first pressure, the braking of order hydraulic variable fully was delivered to described wheel loop from described master cylinder loop by described abs valve to allow fluid pressure.
Described method also can comprise monitoring actual wheel circuit pressure, and when described actual wheel circuit pressure surpasses the wheel circuit pressure of order, from described wheel loop releasing fluid pressure.Realize from described wheel loop releasing fluid pressure by described abs valve.
In addition, the invention still further relates to following technical scheme.
1. one kind is used for controlling the hydraulic braking of composite braking system and the method for regenerative brake, described composite braking system has master cylinder loop and the wheel loop that is filled with fluid and is separated by anti-skid brake system (ABS) valve, and have the brake actuator that directly is communicated with described master cylinder loop, described method comprises:
Allow pressing down of described brake actuator in response to the braking request, following being pressed in of wherein said brake actuator produces the fluid pressure that starts from first pressure in the described master cylinder loop;
When the pressing down of described brake actuator, order variable regenerative brake, till described regenerative brake reaches threshold level; And
The braking of order hydraulic variable makes described wheel loop reach the wheel circuit pressure of order when the pressing down of described brake actuator, and comprising:
When the fluid pressure in the described master cylinder loop is between described first pressure and second pressure, stop fluid pressure to be delivered to described wheel loop by described abs valve from described master cylinder loop;
When the fluid pressure in the described master cylinder loop was between described second pressure and the 3rd pressure, partly limit fluid pressure was delivered to described wheel loop from described master cylinder loop by described abs valve; And
When the fluid pressure in the described master cylinder loop during, allow fluid pressure to be delivered to described wheel loop fully by described abs valve from described master cylinder loop greater than described the 3rd pressure.
2. as the method for technical scheme 1, also comprise:
Determine whether regenerative brake is available; And
If regenerative brake is unavailable, ordering described abs valve so is bypass state, and wherein said bypass state comprises that order hydraulic variable braking is delivered to described wheel loop from described master cylinder loop by described abs valve when allowing the fluid pressure of fluid pressure in described master cylinder loop greater than described first pressure fully.
3. as the method for technical scheme 2, wherein said composite braking system also comprises the pressure sensor that is operably connected to described brake actuator, and described method also comprises:
Monitoring master cylinder circuit pressure;
Produce pressure signal from the monitoring pressure in described master cylinder loop; And
Wherein, when the pressing down of described brake actuator taken place in response to the variable regenerative brake of pressure signal order of described pressure sensor.
4. as the method for technical scheme 3, also comprise:
Monitoring actual wheel circuit pressure; And
When described actual wheel circuit pressure surpasses the wheel circuit pressure of order,, wherein realize from described wheel loop releasing fluid pressure by described abs valve from described wheel loop releasing fluid pressure.
5. as the method for technical scheme 4, comprise that also wherein said hydraulic pressure back pressure produces by described abs valve by the pressing down of the described brake actuator of hydraulic pressure back pressure counteraction in the described master cylinder loop.
6. as the method for technical scheme 5, also comprise second pressure of when regenerative brake reaches described threshold level, setting described master cylinder loop.
7. as the method for technical scheme 2, wherein said composite braking system also comprises the position transduser that is operably connected to described brake actuator, and described method also comprises:
Monitor the position of described brake actuator;
Produce position signal from the position of the brake actuator of described monitoring; And
Wherein, when the pressing down of described brake actuator in response to the variable regenerative brake of described position signal order.
8. method that is used for controlling composite braking system hydraulic braking and regenerative brake, described composite braking system has the master cylinder loop, this master cylinder loop is filled with fluid, and be communicated with the first car side brake fluid by first anti-skid brake system (ABS) valve, be communicated with the second car side brake fluid by second abs valve, and described composite braking system has the brake actuator that directly is communicated with described master cylinder loop, and described method comprises:
Allow pressing down of described brake actuator in response to the braking request, following being pressed in of wherein said brake actuator produces the fluid pressure that starts from first pressure in the described master cylinder loop;
When the pressing down of described brake actuator, order variable regenerative brake, till described regenerative brake reaches threshold level; And
Order hydraulic variable braking when the pressing down of described brake actuator makes described first car side brake reach the first order wheel brake pressure and described second car side brake reaches the second order wheel brake pressure, comprising:
When the fluid pressure in the described master cylinder loop is between described first pressure and second pressure, stop fluid pressure to be delivered to described first and second car side brakes by described first and second abs valves from described master cylinder loop;
When the fluid pressure in the described master cylinder loop was between described second pressure and the 3rd pressure, partly limit fluid pressure was delivered to described first and second car side brakes from described master cylinder loop by described first and second abs valves; And
When the fluid pressure in the described master cylinder loop during, allow fluid pressure to be delivered to described first and second car side brakes fully by described first and second abs valves from described master cylinder loop greater than described the 3rd pressure.
9. as the method for technical scheme 8, also comprise second pressure of when regenerative brake reaches described threshold level, setting described master cylinder loop.
10. as the method for technical scheme 9, also comprise:
Monitor the pressure in described master cylinder loop;
Monitor the pressure of described first and second car side brakes;
When surpassing the wheel brake pressure of described first order,, wherein realizes from the described first car side brake releasing fluid pressure pressure of first car side brake of described monitoring by described first abs valve from the described first car side brake releasing fluid pressure; And
When surpassing the wheel brake pressure of described second order,, wherein realizes from the described second car side brake releasing fluid pressure pressure of second car side brake of described monitoring by described second abs valve from the described second car side brake releasing fluid pressure.
11. the method as technical scheme 10 also comprises:
Determine whether regenerative brake is available; And
If regenerative brake is unavailable, ordering described first and second abs valves so is bypass state, and wherein said bypass state allows fluid pressure to be delivered to described first and second car side brakes from described master cylinder loop fully by described first and second abs valves during greater than described first pressure when the fluid pressure in the described master cylinder loop.
12. as the method for technical scheme 11, wherein said composite braking system also comprises the pressure sensor that is operably connected to described brake actuator, and described method also comprises:
Monitor the pressure in described master cylinder loop;
Produce pressure signal from the pressure in the master cylinder loop of described monitoring; And
Wherein, when the pressing down of described brake actuator taken place in response to the variable regenerative brake of pressure signal order of described pressure sensor.
13. as the method for technical scheme 11, wherein said composite braking system also comprises the position transduser that is operably connected to described brake actuator, and described method also comprises:
Monitor the position of described brake actuator;
Produce position signal from the position of the brake actuator of described monitoring; And
Wherein, when the pressing down of described brake actuator in response to the variable regenerative brake of described position signal order.
In conjunction with the accompanying drawings, be used to from below implement some optimal mode of the present invention and as defined by the appended claims the detailed description of other embodiment can be easily aware of above-mentioned feature and advantage of the present invention and other feature and advantage.
Description of drawings
Fig. 1 is the scheme drawing of composite braking system;
Fig. 2 is the schematic composite brakig control chart or the diagram of curves of the example feature of composite braking system shown in Fig. 1 during composite brakig;
Fig. 3 is the indicative flowchart that is used for the part of the algorithm of modulated pressure braking and regenerative brake or method; And
Fig. 4 is another part of indicative flowchart shown in Fig. 3.
The specific embodiment
With reference to the accompanying drawings, mark identical among wherein some figure has illustrated the scheme drawing of composite braking system 10 corresponding to same or analogous parts among Fig. 1.When being combined in hybrid power or battery-driven car (not shown), brake system 10 can be controlled and hydraulic hybrid braking and regenerative brake, and it is also referred to as composite brakig.
Although be to use the method for describing brake system 10 and control composite braking system in detail, those skilled in the art will recognize that widely and use with reference to automobile.For example, and without limits, build, mining and other heavy wares also can contain parts as herein described, structure and method.Those skilled in the art will recognize that term is to be used for describing accompanying drawing as " top ", " below ", " making progress ", " downwards " etc., does not represent the restriction to the scope of the invention that is defined by the following claims.
First ABS (Anti-lock Braking System) (ABS) valve 21 is connected master cylinder loop 12 with the first wheel loop 16, second abs valve 22 is connected master cylinder loop 12 with the second wheel loop 17.Usually, the ABS (Anti-lock Braking System) valve is the part of the locking during the restriction braking or the system of skidding.The 3rd abs valve 23 is connected master cylinder loop 12 with the 3rd wheel loop 18, the 4th abs valve 24 is connected master cylinder loop 12 with the 4th wheel loop 19.
First to fourth abs valve 21,22,23,24(are called abs valve 21-24 here) be configured to change selectively the transmission of fluid pressure between master cylinder loop and the wheel loop 16-19.Abs valve 21-24 can operate in three different patterns usually.These three patterns comprise the variable of dispatching hydraulic braking, and are as described herein.
In the first pattern blocking model, abs valve 21-24 limits or blocks the transmission of fluid pressure fully.In the second pattern quantitative model, abs valve 21-24 can be partly or the transmission of limit fluid pressure pro rata.In the non-metering pattern of three-mode, abs valve 21-24 can allow transmitting fully or directly of fluid pressure---make that pressure and the pressure among the 16-19 of wheel loop in the master cylinder loop 12 are basic identical.
In some structures of brake system 10, abs valve 21-24 also can comprise four-mode.Four-mode is for allowing between master cylinder loop 12 and the abs valve 21-24 along the mobile balanced mode of the low pressure of both direction.If abs valve 21-24 is not configured with balanced mode, abs valve 21-24 may close (acquiescence) at low-down pressure so.
The chaufeur of vehicle or operator ask braking by the brake actuator 26 that can comprise brake pedal 27.Brake actuator 26 can directly be communicated with master cylinder loop 12 by master cylinder 28.Therefore, the fluid pressure in the brake actuator 26 direct control master cylinder loops 12.Similarly, the fluid pressure in the master cylinder loop 12 is perceived as the force feedback in the brake actuator 26.This also can be described as " pedal sense ".As described herein, the amount of pressure of transmitting between abs valve 21-24 control master cylinder loop 12 and the wheel loop 16-19.
Can be combined with the brake servo unit (not shown) in the brake actuator 26, for example vacuum booster or dynamic brake ancillary system make the power that is applied to brake pedal 27 during the multiplicable braking request.Brake servo unit also is sent to brake pedal 27 with the force feedback of master cylinder 28, but can reduce the amount of the power that chaufeur experiences.
Wheel loop 16-19 is communicated with first car side brake 31, second car side brake 32, the 3rd car side brake 33 and four-wheel brakes 34 direct fluids respectively.First to fourth car side brake 31,32,33,34(can be described as car side brake 31-34 here) in each all be communicated with one or more wheels (for example first wheel 41, second wheel 42, the 3rd wheel 43 and the 4th wheel 44 can be described as wheel 41-44 here) of vehicle.Brake system 10 may be implemented on the vehicle that has than four more or less wheels of wheel.
Brake fluid in the master cylinder loop is by brake actuator 26 pressurizations.Abs valve 21-24 allows the transmission of fluid pressure between master cylinder loop 12 and the wheel loop 16-19 selectively, and car side brake 31-34 is converted to hydraulic braking force with fluid pressure.Be delivered to the fluid pressure of car side brake 31-34 by change, brake system 10 changes the hydraulic braking force that is used for abrupt deceleration vehicle.
Among Fig. 1, half of master cylinder loop 12 and the first car side brake 31(are by first abs valve 21) and the second car side brake 32(by second abs valve 22) be communicated with.This can be described as traditional separation type system, and a chamber of master cylinder 28 is communicated with front-wheel---first and second wheels 41,42 or third and fourth wheel 43,44 can be front-wheel---, and another chamber is communicated with trailing wheel.Alternatively, brake system 10 can be configured to intersect the separation type system, wherein (for example first wheel 41) in master cylinder 28 chamber and the front-wheel and (for example the 3rd wheel 43) in the trailing wheel are communicated with, and another chamber is communicated with another front-wheel and another trailing wheel.
Each car side brake 31-34 uses the fluid pressure of one of wheel loop 16-19 to apply hydraulic braking force to vehicle.It is the ratio of 1:1 that car side brake 31-34 need not with wheel 41-44, makes that (for example) first car side brake 31 both can act on first wheel 41, also can act on second wheel 42.
Describe in detail more as following, according to the operation conditions of vehicle and the braking request type of chaufeur, brake system 10 is not only used hydraulic braking but also use regenerative brake.The braking request also can be from the somewhere except vehicle operator, for example from automatic obstacle-avoiding system or vehicle cruise control system.
With reference now to Fig. 2,, and continue to show composite brakig control diagram 100 with reference to figure 1, it schematically illustrates the scheduling characteristic of brake system 10 during mixing, combination or the Associated brake.Be the pressure in the master cylinder loop 12 on the x axle 102 of chart 100, this also is the force feedback pressure that brake actuator 26 is experienced.Usually, increase the more significant braking request that force value is represented the relatively low force value of ratio of vehicle operator along x axle 102.
On the left side y axle 104 of chart 100 is hydraulic brake pressure, and it is the fluid pressure in the 16-19 of wheel loop.Usually, increase the more pressure that force value represents to be passed to car side brake 31-34 along left side y axle 104.
For regenerative brake uses, it is expressed as the percentum of total available regenerative brake power on the right side y axle 106 of chart 100.Usually, increase the use that percent value represents to improve the regenerative brake ability along right side y axle 106.
In addition, because the more relatively kinetic energy of vehicle is converted to electric energy so that the later stage uses, can be equal to the raising fuel efficiency so improve regenerative brake.The amount of available regenerative brake power (or moment of torsion) depends on following aspect to a great extent, for example and unrestrictedly: the running velocity of vehicle and acceleration/accel, the situation of motor 36, the situation of the battery of vehicle or other energy storing device (not shown), and environmental aspect.
On X-axis 102, left side y axle 104 and right side y axle 106 and the chart 100 on all remainders and the specification sheets here shown in numerical value only be schematically, do not represent restriction to brake system 10 described herein or method.In addition, left side y axle 104(hydraulic brake pressure) be compared to the percentum of right side y axle 106(regenerative brake ability) relative value can be arbitrarily, be not interpreted as direct conversion or equivalence from it.
Chart 100 shows a plurality of optional braking schemes.Metered scheme 110 does not show fluid pressure and is passed to wheel loop 16-19 fully from master cylinder loop 12.When operating in not metered scheme 110, the pressure in master cylinder loop 12 (being presented on the x axle 102) is substantially equal to the pressure (being presented on the left side y axle 104) among the 16-19 of wheel loop.Metered scheme 110 also can not represented bypass mode, and it comprises that the permission fluid pressure transmits fully by abs valve 21-24, perhaps opens the loop, perhaps walks around (not shown in figure 1) abs valve 21-24.
As shown in Figure 2, regeneration scheme 112 increases the amount of regenerative brake fast, and up to reaching threshold level 114, in this exemplary scheme, described threshold level 114 is roughly peaked a hundred per cent.Alternatively, threshold level 114 can be the low percentum of maximum available braking, for example (80-95%), the perhaps amount of the power that can produce based on motor 36.After reaching threshold level 114, regeneration scheme 112 remains on maximum with regenerative brake, to catch all available kinetic energy, in order to be converted to electric energy.
As shown in Figure 2, if the order hydraulically operated brake on metered scheme 110 not, the order regenerative braking operation is on regeneration scheme 112, before motor 36 reaches its maximum regeneration braking potential, car side brake 31-34 will begin abrupt deceleration vehicle so.Because car side brake 31-34 can't be braked the heat that system 10 recaptures usually and operates the heat energy that potential regenerating braking energy is lost one's husband and dissipated for by car side brake 31-34 by kinetic energy is converted to.
Metering hydraulic solution 116 shows in hydraulic braking and begins the brake system 10 that the back postpones.Therefore, before car side brake 31-34 began kinetic energy is converted to heat energy, more vehicle energy can be caught by regenerative brake by motor 36.When brake actuator 26 is depressed or glancing impact otherwise, the pressure in master cylinder 28 and the master cylinder loop 12 are increased to first pressure 121, shown in metering hydraulic solution 116.On the schematic shown in Fig. 2 100, first pressure 121 can be roughly 5-10 pound per square inch (PSI).Before reaching first pressure 121, abs valve 21-24 can be in balanced mode, freely allows the transmission of the low-pressure fluid between master cylinder loop 12 and the wheel loop 16-19.
Yet, on first pressure 121, stop the further rising of the pressure in the master cylinder loop 12 to be passed to wheel loop 16-19 by abs valve 21-24, the pressure in master cylinder loop 12 reaches till second pressure 122.In the schematic shown in Fig. 2 100, second pressure 122 can be roughly 100 PSI.Between first pressure 121 and second pressure 122, abs valve 21-24 operates in blocking model.
When abs valve 21-24 operated in the blocking model, elevated pressure in the master cylinder loop 12 (shown on the metering hydraulic solution 116) provided feedback force for brake actuator 26.This feedback force is known chaufeur, and when regeneration scheme 112 increased regenerative brake by motor 36, total braking force was increasing.If brake system 10 is along 110 operations of metered scheme not or only use hydraulic braking, feedback force (being also referred to as pedal sense) can be substantially similar to the feedback force that chaufeur is experienced so.
Because the regenerative brake that uses motor 36 is by controller 40 electron steerings, motor 36 applies opposite reaction for brake actuator 26.By increasing the feedback force that the pressure in the master cylinder loop 12 provides along metering hydraulic solution 116, giving unique signal of the chaufeur of abrupt deceleration vehicle may not be car retardation.
When braking request increased pressure in the master cylinder loop 12 to surpass second pressure 122, abs valve 21-24 began to operate in quantitative model.As measure shown in the hydraulic solution 116, between second pressure 122 and the 3rd pressure 123, abs valve 21-24 partly limit fluid pressure is delivered to wheel loop 16-19 from master cylinder loop 12.When at quantitative model, increase the also feasible pressure that increases among the wheel loop 16-19 of pressure in the master cylinder loop 12, but do not allow hydraulic braking completely, till reaching the 3rd pressure 123.
In some structure of brake system 10, depend on the particular type of the used valve of abs valve 21-24, when regenerative brake scheme 112 reached threshold level 114, second pressure 122 can be set to be equal to substantially pressure in the master cylinder loop 12 or consistent with it.Therefore, shown in chart 100, when regenerative brake reached maximum and no longer supplies more regenerative brake power, hydraulic braking began in the essentially identical time (or force value).
If brake system 10 comprises position transduser 38, controller 40 can estimate to satisfy the amount of the required regenerative brake of chaufeur braking request so.If chaufeur further presses down brake actuator 26, position transduser 38 can send the signal of the stroke increase of brake actuator 26 so, and controller 40 can be ordered the amount that increases regenerative brake.If brake system 10 comprises pressure sensor 39, controller 40 can be determined the amount of required regenerative brake based on the estimation of the pressure that is equal to braking request generation so.
After reaching the 3rd pressure 123, abs valve 21-24 operates in not metering (or opening greatly) pattern, and all fluid pressures in master cylinder loop 12 all are delivered to wheel loop 16-19, to be used for abrupt deceleration vehicle hydraulically by car side brake 31-34.In the schematic shown in Fig. 2 100, the 3rd pressure 123 can be roughly between the 400-450 PSI.On the 3rd pressure 123, use the greatest combined braking force of regenerative brake and hydraulic braking to come decelerating vehicles.
If the enforcement of control policy shown in Fig. 2 and braking scheme realizes by abs valve 21-24---perhaps only use a valve then realize by first abs valve 21.Each valve among the abs valve 21-24 all can comprise a plurality of valve systems, and can comprise polytype valve system.For example, abs valve 21-24 can be " intelligence " valve that can change flow characteristic in response to the order of controller 40, can be " dumping " valve that operates under the predetermined condition, perhaps can be its combination.
Time period between first pressure 121 and second pressure 122, can so that improve pressure (if working pressure sensor 39), perhaps increase the stroke (if use location sensor 38) of brake actuator 26 by controller 40 scheduling regenerative brake power.In case reach second pressure 122, abs valve 21-24 just opens, and begin the car side brake 31-34 that conveyance fluid reaches at each wheel place to wheel loop 16-19.
The hydraulic braking scheme is for example measured hydraulic solution 116, is fixed as the function of the braking request that is sent to master cylinder loop 12, not with respect to the availability of regenerative brake and change.If regenerative brake is unavailable or very limited, chaufeur may feel that vehicle can't fully brake so, and further presses down brake actuator 26, the pressure in master cylinder loop 12 reaches second pressure 122 and hydraulic braking begin till.
If regenerative brake is unavailable, can to order abs valve 21-24 be bypass state to controller 40 so.For than the high any fluid pressure of first pressure 121 in the master cylinder loop 12, bypass state allows fluid pressure to be delivered to car side brake from master cylinder loop 12 fully by abs valve 21-24.Need not the separate part (for example, special-purpose bypass mechanism, bypass disc or bypass passageways) of the moving system 10 of integrated system, abs valve 21-24 is changed to opens state greatly and just can be embodied as bypass mode.
In 10 operating periods of brake system, vehicle operator can at first be asked bigger braking, and the request of will braking then is decreased to lower amount.For example, chaufeur can increase to the pressure in the master cylinder loop 12 between second pressure 122 and the 3rd pressure 123, reduces the braking request then, makes differential pressure be low to moderate and is lower than second pressure 122.When the braking request reduces, also reduce for the pressure of wheel loop 16-19 order.
Yet abs valve 21-24 is the stream of restriction from master cylinder loop 12 to wheel loop 16-19 usually, but but authorized pressure flows along opposite direction, and allow to follow the pressure scheduling that reduces under the pressure---and particularly in blocking model or quantitative model.Therefore, the actual pressure among the 16-19 of wheel loop may not reduce along with reducing pressure command, and can not follow and improve the uniform pressure line that uses during the brake-pressure.
This can be described as hysteresis loop, and wherein when the pressure in the master cylinder loop 12 reduced, the actual pressure among the 16-19 of wheel loop was followed not metered scheme 110, rather than metering hydraulic solution 116.---represented as metering hydraulic solution 116---the efficient operation that brake system 10 can reduce when the actual pressure among the 16-19 of wheel loop is kept above bid value is because have the extra hydraulic braking of alternative regenerative brake.This takes place when particularly the pressure in master cylinder loop 12 is between first pressure 121 and second pressure 122.
Abs valve 21-24 disposes the pattern of releasing or overcomes or offset the function of hysteresis.But the actual pressure among the controller 40 monitoring wheel loop 16-19, and with the monitoring actual pressure with the order pressure make comparisons.If actual pressure surpasses order pressure, abs valve 21-24 can be placed in the pattern of releasing so.Abs valve 21-24 can begin to release or discharge fluid pressure to oil resevoir or other area of low pressure from wheel loop 16-19 and car side brake 31-34, till obtaining correct pressure.The brake fluid of discharging from abs valve 21-24 finally is pumped back oil resevoir or reservoir (not shown), and recirculation is by the remainder of master cylinder 28 and brake system 10.
With reference now to Fig. 3 and 4,, and continue, show the algorithm or the method 200 that are used for modulated pressure braking and regenerative brake with reference to Fig. 1 and 2.Although the major part of method 200 is to illustrate and describe with reference to braking scheme shown in structure shown in the figure 1 and Fig. 2, in the scope of this method, can use other parts and braking scheme.
Described method starts from step 210, and in response to the braking request, brake actuator 26 activated or presses down.Following being pressed in the master cylinder loop 12 of brake actuator 26 produces hydraulic pressure---start from first pressure 121.In step 212, press down by sensor (for example position transduser 38 or pressure sensor 39) sensing, and produce the signal of expression braking request.The signal that produces in step 212 can be repeatedly or continue to change, described method 200 is on-cycle or continuous also.
In step 214, method 200 determines whether regenerative brake is available.For example, step 214 can comprise the check battery electric quantity state or based on the temperature computation availability of motor 36 and battery.If step 214 determines that regenerative brake is unavailable, method 200 proceeds to step 216 so that only hydraulic braking so.In step 218, controller 40 order bypass mode (for example bypass state of abs valve 21-24) or activation by-pass collar.
In step 220, method 200 determines whether speed-slackening signal equals zero, and this takes place when the braking request finishes usually.If brake request signal is not equal to zero, method is returned step 216 and is continued only hydraulic braking so.Yet if signal equals zero, method 200 proceeds to step 222 so, and finishes the bypass braking, till receiving another braking request.
Can use if step 214 is determined regenerative brake, method proceeds to step 224 so that composite brakig is included in step 226 order regenerative brake and orders hydraulic braking in step 228 so.In step 230, method 200 is according to braking request (measured as position transduser 38 or pressure sensor 39) scheduling regenerative brake.For example, in step 230, controller 40 can determine that regeneration scheme 112 is appropriate shown in Fig. 2 based on the operating conditions and the braking request of vehicle.Usually, when braking request (with the pressure in the master cylinder loop 12) increased, regenerative brake power also increased, till regenerative brake reaches threshold level 114.
In step 232, method 200 determines whether speed-slackening signal equals zero, and this takes place when the braking request finishes usually.If brake request signal is not equal to zero, method is returned step 230 so, and continues regenerative brake.Yet if signal equals zero, method 200 proceeds to step 234 so, and finishes regenerative brake, till receiving another braking request.
After step 228 order hydraulic braking, method 200 can proceed to optional step 236.Controller 40 can utilize the regenerative brake of dispatching in the step 230 (for example regeneration scheme 112) to set the second pressure 122(that is used for hydraulic braking (for example measuring hydraulic solution 116) and be labeled as " P2 " at the schematic flow diagram of method 200).Therefore, hydraulic braking can not begin, till regenerative brake reaches threshold level 114, and the energy that maximization motor 36 was caught before car side brake 31-34 engages.Alternatively, second pressure 122 can be set in predetermined value, or determines from other resource, for example tracing table.
In step 238, method 200 scheduling are used for the hydraulic braking of brake system 10.Link 240 firsts with method shown in Fig. 3 200 are connected to the remainder of method 200 shown in Fig. 4.Method 200 moves to determine the size of braking request, as measured by the pressure in the master cylinder loop 12 from linking 240.
Usually, step 242-252 comprises the size (based on pressure signal, position signal or this two signals) of determining the braking request, and based on the size adjustment of the braking request stream to car side brake 31-34.That step 242-252 is illustrated as repetition and on-cycle, but similar mode that can the be constant situation of brake monitoring request continuously.Alternatively, step 242-260, especially deciding step 242,246,250 and 254 can be carried out simultaneously.
Metering hydraulic solution 116 shown in the chart 100 of Fig. 2 shows the different operation modes set or the flox condition of abs valve 21-24 during the step 242-252 of method 200.Yet the operation of method 200 and brake system 10 and nonessential following are similar to shown in Fig. 2 as measuring the route of hydraulic solution 116.
In step 242, method 200 determines whether the pressure (being labeled as " P ") in the master cylinder loops 12 are labeled as " P1 " at the first pressure 121(in the schematic flow diagram of method 200) and second pressure 122 between.If the pressure in the master cylinder loop 12 is between first pressure 121 and second pressure 122, method 200 proceeds to step 244 so, and stops fluid pressure mobile or be communicated with between master cylinder loop 12 and wheel loop 16-19.This is the part of metering hydraulic solution 116 shown in the chart 100 of Fig. 2 between first pressure 121 and second pressure 122.
If the pressure in the definite master cylinder loop 12 of step 242 is not between first pressure 121 and second pressure 122, step 246 determines whether the pressure in the master cylinder loop 12 are labeled as " P3 " at second pressure 122 and the 3rd pressure 123(in the schematic flow diagram of method 200 so) between.If the pressure in the master cylinder loop 12 is between second pressure 122 and the 3rd pressure 123, method 200 proceeds to step 248 so, and partly limit fluid pressure is delivered to wheel loop 16-19 from master cylinder loop 12 by abs valve 21-24.This is the part of metering hydraulic solution 116 shown in the chart 100 between second pressure 122 and the 3rd pressure 123.
If the pressure in the definite master cylinder loop 12 of step 246 is not between second pressure 122 and the 3rd pressure 123, whether the pressure in the definite master cylinder loop 12 of step 250 is greater than the 3rd pressure 123 so.If the pressure in the master cylinder loop 12 is greater than the 3rd pressure 123, method 200 proceeds to step 252 so, for any fluid pressure higher, allow fluid pressure to be delivered to wheel loop 16-19 fully from master cylinder loop 12 by abs valve 21-24 than the 3rd pressure 123 in master cylinder loop 12.This be on the chart 100 shown in metering hydraulic solution 116 in the part on the 3rd pressure 123 right sides.
No matter the operation mode that abs valve 21-24 selects among the step 242-252, method 200 can be determined the actual pressure among the 16-19 of wheel loop and whether surpass order pressure.In step 254, method 200 is made comparisons with the order pressure that is labeled as " WP_CMD " being labeled as among the wheel loop 16-19 of " WP_ACTUAL " actual pressure (or car side brake pressure) among Fig. 4.
If actual pressure is greater than order pressure, method 200 proceeds to step 256 so, and engages the drainage function of abs valve 21-24.Yet---owing to braking request constant or that increase---method proceeds to step 258 so, does not activate drainage function if actual pressure is not more than order pressure.
In step 258, method 200 determines whether speed-slackening signal equals zero, and this takes place when the braking request finishes usually.If brake request signal is not equal to zero, because need further hydraulic braking,, returns step 242 then so, and continue circulation step 242-260 so method 200 proceeds to step 260.Yet, if signal equals zero, so because do not need further braking, so method 200 proceeds to step 262.Step 262 finishes hydraulic braking, till receiving another braking request.Step 234 and step 262 usually take place together and finish the braking of the vehicle that is useful on and brake system 10.
Detailed description and view or accompanying drawing are support of the present invention and description, but scope of the present invention only is defined by the claims.Although describe some optimal modes and other embodiment of implementing the invention that requires in detail, exist to be used to implement of the present invention various optional designs and the embodiment that claims limit.
Claims (10)
1. one kind is used for controlling the hydraulic braking of composite braking system and the method for regenerative brake, described composite braking system has master cylinder loop and the wheel loop that is filled with fluid and is separated by anti-skid brake system (ABS) valve, and have the brake actuator that directly is communicated with described master cylinder loop, described method comprises:
Allow pressing down of described brake actuator in response to the braking request, following being pressed in of wherein said brake actuator produces the fluid pressure that starts from first pressure in the described master cylinder loop;
When the pressing down of described brake actuator, order variable regenerative brake, till described regenerative brake reaches threshold level; And
The braking of order hydraulic variable makes described wheel loop reach the wheel circuit pressure of order when the pressing down of described brake actuator, and comprising:
When the fluid pressure in the described master cylinder loop is between described first pressure and second pressure, stop fluid pressure to be delivered to described wheel loop by described abs valve from described master cylinder loop;
When the fluid pressure in the described master cylinder loop was between described second pressure and the 3rd pressure, partly limit fluid pressure was delivered to described wheel loop from described master cylinder loop by described abs valve; And
When the fluid pressure in the described master cylinder loop during, allow fluid pressure to be delivered to described wheel loop fully by described abs valve from described master cylinder loop greater than described the 3rd pressure.
2. method as claimed in claim 1 also comprises:
Determine whether regenerative brake is available; And
If regenerative brake is unavailable, ordering described abs valve so is bypass state, and wherein said bypass state comprises that order hydraulic variable braking is delivered to described wheel loop from described master cylinder loop by described abs valve when allowing the fluid pressure of fluid pressure in described master cylinder loop greater than described first pressure fully.
3. method as claimed in claim 2, wherein said composite braking system also comprises the pressure sensor that is operably connected to described brake actuator, and described method also comprises:
Monitoring master cylinder circuit pressure;
Produce pressure signal from the monitoring pressure in described master cylinder loop; And
Wherein, when the pressing down of described brake actuator taken place in response to the variable regenerative brake of pressure signal order of described pressure sensor.
4. method as claimed in claim 3 also comprises:
Monitoring actual wheel circuit pressure; And
When described actual wheel circuit pressure surpasses the wheel circuit pressure of order,, wherein realize from described wheel loop releasing fluid pressure by described abs valve from described wheel loop releasing fluid pressure.
5. method as claimed in claim 4 comprises that also by the pressing down of the described brake actuator of hydraulic pressure back pressure counteraction in the described master cylinder loop, wherein said hydraulic pressure back pressure produces by described abs valve.
6. method as claimed in claim 5 also comprises second pressure of setting described master cylinder loop when regenerative brake reaches described threshold level.
7. method as claimed in claim 2, wherein said composite braking system also comprises the position transduser that is operably connected to described brake actuator, and described method also comprises:
Monitor the position of described brake actuator;
Produce position signal from the position of the brake actuator of described monitoring; And
Wherein, when the pressing down of described brake actuator in response to the variable regenerative brake of described position signal order.
8. method that is used for controlling composite braking system hydraulic braking and regenerative brake, described composite braking system has the master cylinder loop, this master cylinder loop is filled with fluid, and be communicated with the first car side brake fluid by first anti-skid brake system (ABS) valve, be communicated with the second car side brake fluid by second abs valve, and described composite braking system has the brake actuator that directly is communicated with described master cylinder loop, and described method comprises:
Allow pressing down of described brake actuator in response to the braking request, following being pressed in of wherein said brake actuator produces the fluid pressure that starts from first pressure in the described master cylinder loop;
When the pressing down of described brake actuator, order variable regenerative brake, till described regenerative brake reaches threshold level; And
Order hydraulic variable braking when the pressing down of described brake actuator makes described first car side brake reach the first order wheel brake pressure and described second car side brake reaches the second order wheel brake pressure, comprising:
When the fluid pressure in the described master cylinder loop is between described first pressure and second pressure, stop fluid pressure to be delivered to described first and second car side brakes by described first and second abs valves from described master cylinder loop;
When the fluid pressure in the described master cylinder loop was between described second pressure and the 3rd pressure, partly limit fluid pressure was delivered to described first and second car side brakes from described master cylinder loop by described first and second abs valves; And
When the fluid pressure in the described master cylinder loop during, allow fluid pressure to be delivered to described first and second car side brakes fully by described first and second abs valves from described master cylinder loop greater than described the 3rd pressure.
9. method as claimed in claim 8 also comprises second pressure of setting described master cylinder loop when regenerative brake reaches described threshold level.
10. method as claimed in claim 9 also comprises:
Monitor the pressure in described master cylinder loop;
Monitor the pressure of described first and second car side brakes;
When surpassing the wheel brake pressure of described first order,, wherein realizes from the described first car side brake releasing fluid pressure pressure of first car side brake of described monitoring by described first abs valve from the described first car side brake releasing fluid pressure; And
When surpassing the wheel brake pressure of described second order,, wherein realizes from the described second car side brake releasing fluid pressure pressure of second car side brake of described monitoring by described second abs valve from the described second car side brake releasing fluid pressure.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US12/813,557 US7922265B1 (en) | 2010-06-11 | 2010-06-11 | Method for controlling regenerative and hydraulic braking |
| US12/813557 | 2010-06-11 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102275581A true CN102275581A (en) | 2011-12-14 |
| CN102275581B CN102275581B (en) | 2014-02-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201110155722.0A Expired - Fee Related CN102275581B (en) | 2010-06-11 | 2011-06-10 | Method for controlling regenerative and hydraulic braking |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US7922265B1 (en) |
| KR (1) | KR101264653B1 (en) |
| CN (1) | CN102275581B (en) |
| DE (1) | DE102011103541A1 (en) |
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| CN105270367A (en) * | 2014-07-16 | 2016-01-27 | 福特全球技术公司 | System and method for applying regenerative braking during high friction coefficient braking |
| CN109383467A (en) * | 2017-08-04 | 2019-02-26 | 长城汽车股份有限公司 | Vehicle composite braking control method, vehicle and machine readable storage medium |
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| FR2923422B1 (en) * | 2007-11-14 | 2010-05-14 | Renault Sas | METHOD FOR CONTROLLING RECOVERY BRAKING OF A VEHICLE COMPRISING AT LEAST ONE ELECTRIC MOTOR |
| IT1392621B1 (en) * | 2008-10-23 | 2012-03-16 | Ferrari Spa | BRAKING SYSTEM OF A VEHICLE ACTING TO COMMAND A REGENERATIVE BRAKING |
| US20110304198A1 (en) * | 2010-06-11 | 2011-12-15 | Cottrell V Daniel D | Method for controlling regenerative and hydraulic braking |
| GB2492073B (en) * | 2011-06-17 | 2013-09-11 | Protean Electric Ltd | A brake system |
| US8855844B2 (en) * | 2011-10-11 | 2014-10-07 | Robert Bosch Gmbh | System and method for optimal deceleration of a vehicle using regenerative braking |
| EP2591960A1 (en) * | 2011-11-10 | 2013-05-15 | Thierry Zerbato | Method for electrical braking assistance of a vehicle and related motorisation |
| KR20130068541A (en) | 2011-12-15 | 2013-06-26 | 현대자동차주식회사 | Sunbiser having damper device |
| JP2014061835A (en) * | 2012-09-24 | 2014-04-10 | Hitachi Automotive Systems Ltd | Brake control device |
| WO2014105665A1 (en) * | 2012-12-27 | 2014-07-03 | Robert Bosch Gmbh | Method of decelerating a vehicle with regenerative and friction braking |
| DE102014011598B3 (en) | 2014-08-01 | 2015-11-19 | Audi Ag | Blending capable braking system |
| CN104477038B (en) * | 2014-12-31 | 2017-01-04 | 芜湖伯特利汽车安全系统股份有限公司 | Electric automobile feedback braking system and feedback braking method thereof |
| EP3045334B1 (en) * | 2015-01-16 | 2018-08-01 | Alex Moens | Conversion kit for converting a gasoline motor driven karting vehicle to an electric motor driven karting vehicle |
| WO2017110010A1 (en) * | 2015-12-21 | 2017-06-29 | パナソニックＩｐマネジメント株式会社 | Speed control device for electric vehicle |
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| DE102018215134A1 (en) * | 2018-09-06 | 2020-03-12 | Audi Ag | Braking method and system for an electric vehicle |
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Also Published As
| Publication number | Publication date |
|---|---|
| KR20110135797A (en) | 2011-12-19 |
| CN102275581B (en) | 2014-02-26 |
| US7922265B1 (en) | 2011-04-12 |
| KR101264653B1 (en) | 2013-05-16 |
| DE102011103541A1 (en) | 2011-12-15 |
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